Multi-cylinder engine for motorcycle

ABSTRACT

To provide a multi-cylinder engine for a motorcycle, in which at least one of a plurality of engine valves provided in a cylinder head for each of combustion chambers corresponding to a plurality of cylinder bores arranged in the width direction of a body frame can be rested in a specific operational region by a hydraulic valve resting mechanism. A hydraulic control valve is provided for controlling the hydraulic pressure of working oil supplied to the valve resting mechanism and is mounted on the cylinder head. The length of the multi-cylinder engine along the width direction of the body frame is made as short as possible although the hydraulic control valve is mounted in the cylinder head. A hydraulic control valve is mounted on a side surface of a cylinder head to which a plurality of intake ports are opened along the longitudinal direction of a body frame.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a multi-cylinder engine for amotorcycle, including a cylinder block having a plurality of cylinderbores arranged in the width direction of a body frame, a cylinder headconnected to the cylinder block with combustion chambers formed betweenpistons slidably fitted in the cylinder bores and the cylinder head,intake valves and exhaust valves provided in the cylinder head for eachof the combustion chambers, a hydraulic valve resting mechanism capableof resting, in a specific operational region, at least one of the intakevalves and the exhaust valves, and a hydraulic control valve mounted onthe cylinder head for controlling the hydraulic pressure of working oilsupplied to the valve resting mechanism.

2. Description of Background Art

A multi-cylinder engine in which a hydraulic control valve forcontrolling the hydraulic pressure of working oil supplied to a valveresting mechanism is mounted in a cylinder head has been known, forexample, from Japanese Utility Model Publication No. Hei 6-34563.

In a motorcycle in which a multi-clinder engine is mounted on a bodyframe in such a manner that a plurality of cylinder bores provided in acylinder block are arranged along the width direction of the body frame,it is expected that the length of the multi-cylinder engine along thearrangement direction of the cylinder bores, that is, along the widthdirection of the body frame is made as short as possible. In themulti-cylinder engine disclosed in the above document. However, thehydraulic control valve is mounted on the cylinder head on one end sidealong the arrangement direction of the cylinder bores, and accordingly,if such an engine is applied to a motorcycle, it is required to ensure aspace in which the hydraulic control valve is disposed in the widthdirection of the body frame, so that it is difficult to shorten thelength of the multi-cylinder cylinder engine along the width directionof the body frame.

SUMMARY AND OBJECTS OF THE INVENTION

In view of the foregoing, the present invention has been made, and anobject of the present invention is to provide a multi-cylinder enginefor a motorcycle, which is capable of making the length of the engine inthe width direction of a body frame as short as possible although ahydraulic control valve is mounted on a cylinder head.

To achieve the above object, according to the present invention, thereis provided a multi-cylinder engine for a motorcycle, including: acylinder block having a plurality of cylinder bores arranged in thewidth direction of a body frame; a cylinder head connected to thecylinder block with combustion chambers formed between pistons slidablyfitted in the cylinder bores and the cylinder head; a hydraulic valveresting mechanism capable of resting, in a specific operational region,at least one of a plurality of kinds of engine valves provided in thecylinder head for each of the combustion chambers; and a hydrauliccontrol valve, mounted on the cylinder head, for controlling thehydraulic pressure of working oil supplied to the valve restingmechanism; wherein the hydraulic control valve is mounted on a sidesurface of the cylinder head to which a plurality of intake portsindividually corresponding to the combustion chambers are opened alongthe longitudinal direction of the body frame.

With this configuration, since the hydraulic control valve is mounted onthe side surface of the cylinder head in the longitudinal direction ofthe body frame, that is, in the direction perpendicular to thearrangement direction of the cylinder bores, it is possible to avoid aninconvenience that the length of the multi-cylinder engine along thearrangement direction of the cylinder bores becomes large due to themounting of the hydraulic control valve on the cylinder head, and henceto make the length of the multi-cylinder engine along the widthdirection of the body frame as short as possible and prevent adverseeffect of exhaust heat from being exerted on the hydraulic controlvalve.

According to the present invention, the hydraulic control valve ismounted on the side surface of the cylinder head at a position betweentwo adjacent intake ports. With this configuration, it is possible todispose the hydraulic control valve by making effective use of a spacebetween the two adjacent intake ports, and hence to make shorter thelength of the multi-cylinder engine along the width direction of thebody frame.

According to the present invention, a working oil intake passage forintroducing working oil from an oil pump to the hydraulic control valveis provided in the cylinder head, the cylinder block, and a crank case.With this configuration, it is possible to eliminate the necessity ofthe provision of an additional pipe line for introducing working oilfrom the oil pump to the hydraulic control valve and hence to simplifythe appearance of the multi-cylinder engine.

According to the present invention, a water jacket is provided in thecylinder block and the cylinder head, and two parts, corresponding tothe cylinder block and the cylinder head, of the working oil intakepassage are disposed outside the water jacket. with this configuration,it is possible to effectively cool working oil flowing in the workingoil intake passage.

According to the present invention, the working oil intake passageincludes: a first passage provided in the cylinder head in such a manneras to extend in a straight line along the side surface in a regionbetween the side surface on which the hydraulic control valve is mountedand the water jacket; a second passage provided in the cylinder block insuch a manner as to be coaxially connected to the first passage; and athird passage provided in the crank case connected to the cylinder blockin such a manner as to be coaxially connected to the second passage andto extend in a straight line therefrom.

With this configuration, it is possible to make the working oil routefrom the oil pump to the hydraulic control valve as short as possibleand hence to make a loss in hydraulic pressure in the working oil intakepassage as small as possible.

According to the present invention, a containing hole for containing ameans for driving cam shafts is provided in the cylinder head at aposition between the adjacent two, on the central side along thearrangement direction, of the cylinder bores of the even number of fouror more in such a manner as to partition the cylinder head into firstand second head portions located on both sides of the containing hole. Afirst working oil discharge passage is provided for supplying workingoil to the valve resting mechanism for each of the combustion chamberson the first head portion side in the first head portion. The passagebeing connected to the hydraulic control valve mounted on the sidesurface of the cylinder head at a position between a pair of the intakeports of a plurality of the intake ports arranged on the first headportion side. A second working oil discharge passage is provided forsupplying working oil to the valve resting mechanism for each of thecombustion chambers on the second head portion side in the second headportion. One-end of the first and second working oil discharge passagesis opened to a mounting seat formed on the side surface of the cylinderhead in such a manner as to cross between the first and second headportions. The first and second working oil discharge passages arecommunicated to each other via a cover fastened to the mounting seat.

With this configuration, the containing hole for containing the meansfor driving the cam shafts is provided in the cylinder head at aposition between the adjacent two, on the central side along thearrangement direction of the cylinder bores, of the cylinder bores, itis possible to keep the desirable balance of the cylinder head alongarrangement direction of the cylinder bores, and thereby the desirablebalance of the multi-cylinder engine as a whole, and also it is possibleto simply communicate the first and second working oil dischargepassages provided in the cylinder head on both sides of the containinghole and hence to effectively supply working oil discharged from thesingle hydraulic control valve to the valve resting mechanism for eachof the combustion chambers.

Further scope of applicability of the present invention will becomeapparent from the detailed description given hereinafter. However, itshould be understood that the is detailed description and specificexamples, while indicating preferred embodiments of the invention, aregiven by way of illustration only, since various changes andmodifications within the spirit and scope of the invention will becomeapparent to those skilled in the art from this detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from thedetailed description given hereinbelow and the accompanying drawingswhich are given by way of illustration only, and thus are not limitativeof the present invention, and wherein:

FIG. 1 is a side view of a motorcycle;

FIG. 2 is a plan view seen from an arrow 2 of FIG. 1;

FIG. 3 is a partial vertical sectional view, taken on line 3—3 of FIG.5, of an upper portion of an engine;

FIG. 4 is a transverse sectional view, taken on line 4—4 of FIG. 5, ofthe upper portion of the engine;

FIG. 5 is a bottom view, seen from arrows 5—5 of FIG. 3, of a cylinderhead;

FIG. 6 is a partial transverse sectional view of the cylinder head nearan intake port;

FIG. 7 is an enlarged vertical sectional view of a valve restingmechanism;

FIG. 8 is a perspective view seen from above a pin holder;

FIG. 9 is a perspective view seen from below the pin holder,

FIG. 10 is a perspective view of a slide pin;

FIG. 11 is a characteristic diagram showing the valve opening liftamounts of intake valves and exhaust valves;

FIG. 12 is a side view, seen from an arrow 12 of FIG. 5, of the cylinderhead;

FIG. 13 is a sectional view showing a configuration of a hydrauliccontrol valve; and

FIG. 14 is a vertical sectional view showing a hydraulic passage of thecylinder block and a crank case.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring first to FIGS. 1 and 2, a body frame 21 of this motorcycleincludes a pair of right and left main frames 22 each being formed intoan approximately U-shape opened upwardly. A head pipe 23 is provided atfront ends of the main frames 22. A connection frame 24, that is formedinto an approximately U-shape opened downwardly, is provided forconnecting rear portions of the main frames 22 to each other. A seatstay 25 is connected to rear ends of the main frames 22 and extendsrearwardly, obliquely upwardly therefrom. A front fork 26 for supportinga front wheel W_(F), is steerably supported by the head pipe 23. Asteering handle 27 is operatively connected to the front fork 26. A rearfork 28 for supporting a rear wheel W_(R), is vertically swingablysupported by a rear portion of one of the main frames 22. A pair ofcushion units 29 are provided between the seat stay 25 and the rearwheel W_(R).

An engine E is supported by the main frames 22 and the connecting frame24. Power from the engine E is transmitted to the rear wheel W_(R), viaa transmission assembled in the engine E and a chain transmission 30.

A fuel tank 31 is mounted on the right and left main frames 22 and theconnection frame 24 in such a manner as to be positioned over the engineE. A tandem seat 32 is mounted on the seat stay 25, and a radiator 33 isdisposed in front of the engine E.

Referring additionally to FIGS. 3 and 4, the engine E is amulti-cylinder for example, a four-cylinder/four-cycle engine. Aplurality (for example, four) of cylinder bores 37 are formed in acylinder block 36 of the engine E in such a manner as to be arrangedalong the width direction of the body frame 21. The cylinder bores 37are tilted upwardly, forwardly in the running direction of themotorcycle. To be more specific, cylinder liners 38 for forming thecylinder bores 37 are fixed in the cylinder block 36 in such a manner asto be spaced from each other at intervals along the width direction ofthe body frame 21. Each cylinder liner 38 is partially inserted in anupper crank case 39 connected to a lower portion of the cylinder block36.

A cylinder block 40 is connected to an upper portion of the cylinderblock 36. Recesses 41 that individually correspond to the cylinder bores37 are provided in a connection plane of the cylinder head 40 to thecylinder block 36. Combustion chambers 43 including the recesses 41 areformed between the cylinder head 40 and top portions of pistons 42slidably fitted in the cylinder bores 37.

Referring additionally to FIG. 5, a plurality (for example, a pair) offirst and second intake valve ports 44 ₁ and 44 ₂ opened to thecombustion chamber 43, and a plurality of (for example, a pair) of firstand second exhaust valve ports 45 ₁ and 45 ₂ opened to the combustionchamber 43 are provided in the cylinder head 40. The first intake valveport 44 ₁ and the first exhaust valve port 45 ₂ are substantiallysymmetrically disposed with respect to the center of the combustionchamber 43, and the second intake valve port 44 ₂ and the second exhaustvalve port 45 ₂ are substantially symmetrically disposed with respect tothe center of the combustion chamber 43.

Referring additionally to FIG. 6, a first intake passage 46 ₁ connectedto the first intake valve port 44 ₁ a second intake passage 46 ₂connected to the second intake valve port 44 ₂ and an intake port 47commonly connected to the first and second intake passages 46 ₁ and 46 ₂and opened to one side surface 40 a of the cylinder head 40 are providedin the cylinder head 40. The one side surface 40 a of the cylinder head40 to which each intake port 47 is opened is disposed on the back sidealong the running direction of the motorcycle.

A first exhaust passage 48 ₁ connected to the first exhaust valve port45 ₁ a second exhaust passage 48 ₂ connected to the second exhaust valveport 45 ₂ and an intake port 49 commonly connected to the first andsecond exhaust passages 48 ₁, and 48 ₂ and opened to the other sidesurface 40 b of the cylinder head 40 are provided in the cylinder head40 for each combustion chamber 43. The other side surface 40 b of thecylinder head 40 to which each exhaust port 49 is opened is disposed onthe front side along the running direction of the motorcycle.

An intake system 51 including a carburetor 50 common to the intake ports47 is connected to the intake ports 47. An exhaust system 53 includingan exhaust muffler 52 is connected to the exhaust ports 49. The exhaustmuffler 52 is disposed on the right side of the rear wheel W_(R) in astate being directed forwardly in the running direction of themotorcycle.

Referring to FIGS. 3 and 4, the communication and cutoff between thefirst intake valve port 44 ₁ and the first intake passage 46 ₁ isswitched from each other by a first intake valve 56 ₁ as an engine valveand the communication and cutoff between the second intake valve port 44₂ and the second intake passage 46 ₂ is switched from each other by asecond intake valve 56 ₂. Meanwhile, the communication and cutoffbetween the first exhaust valve port 45 ₁ and the first exhaust passage48 ₁ is switched from each other by a first exhaust valve 57 ₁ as anengine valve, and the communication and cutoff between the secondexhaust valve port 45 ₂ and the second exhaust passage 48 ₂ is switchedfrom each other by a second exhaust valve 57 ₂ as an engine valve.

Each of the first and second intake valves 56 ₁ and 56 ₂ includes avalve body 58 capable of closing the associated one of the intake valveports 44 ₁ and 44 ₂ and a valve stem 59 having the base end integrallyconnected to the valve body 58. Each of the first and second exhaustvalves 57 ₁ and 57 ₂ includes a valve body 60 capable of closing theassociated one of the exhaust valve ports 45 ₁ and 45 ₂ and a valve stem61 having the base end integrally connected to the valve body 60.

The valve stem 59 of each of the first and second intake valves 56 ₁ and56 ₂ is slidably fitted in a guide cylinder 62 provided in the cylinderhead 40. The valve stem 61 of each of the first and second exhaustvalves 57 ₁ and 57 ₂ is slidably fitted in a guide cylinder 63 providedin the cylinder head 40.

A retainer 64 is fixed via split cotters (not shown) to an intermediatepoint of a portion, projecting upwardly from the guide cylinder 62, ofthe valve stem 59 of the first intake valve 56 ₁. A coil valve spring 65₁ is provided between the retainer 64 and the cylinder head 40, wherebythe first intake valve 56 ₁ is biased in the direction of closing thefirst intake port 44 ₁ by the valve spring 65 ₁. Meanwhile, a retainer64 is fixed via split cotters (not shown) to the leading end of aportion, projecting upwardly from the guide cylinder 62, of the valvestem 59 of the second intake valve 56 ₂. A coil valve spring 65 ₂ isprovided between the retainer 64 and the cylinder head 40, whereby thesecond intake valve 56 ₂ is biased in the direction of closing thesecond intake port 42 ₂ by the valve spring 65 ₂.

A retainer 66 is fixed via split cotters (not shown) to an intermediatepoint of a portion, projecting upwardly from the guide cylinder 63, ofthe valve stem 61 of the first exhaust valve 57 ₁. A coil valve spring67 ₁ is provided between the retainer 66 and the cylinder head 40,whereby the first exhaust valve 57 ₁ is biased in the direction ofclosing the first exhaust port 45 ₁ by the valve spring 67 ₁. Meanwhile,a retainer 66 is fixed via split cotters (not shown) to the leading endof a portion, projecting upwardly from the guide cylinder 63, of thevalve stem 61 of the second exhaust valve 57 ₂. A coil valve spring 67 ₂is provided between the retainer 66 and the cylinder head 40, wherebythe second exhaust valve 57 ₂ is biased in the direction of closing thesecond exhaust port 45 ₂ by the valve spring 67 ₂.

An intake side valve system 681 for driving the first and second intakevalves 56 ₁ and 56 ₂ of the combustion chambers 43 includes a cam shaft70, bottomed cylindrical valve lifters 71, and bottomed cylindricalvalve lifters 71 ₂. The cam shaft 70 has first intake side valve systemcams 69 ₁ corresponding to the first intake valves 56 ₁ and the secondintake side valve system cams 69 ₂ corresponding to the second intakevalves 56 ₂. The valve lifters 71 ₁ are supported by the cylinder head40 in such a manner as to be slidably driven by the first intake sidevalve system cams 69 ₁. The valve lifters 71 ₂ are supported by thecylinder head 40 in such a manner as to be slidably driven by the secondintake side valve system cams 69 ₂.

The cam shaft 70 has an axial line perpendicular to the extensions ofthe axial lines of the valve stems 59 of the first and second intakevalves 56 ₁ and 56 ₂ and is rotatably supported between the cylinderhead 40 and a holder 55 connected to the is cylinder head 40. The valvelifters 71 ₁ are slidably fitted in the cylinder head 40 in such amanner as to be slidably movable in the same axial direction as theaxial lines of the valve stems 59 of the first intake valves 56 ₁. Theouter surface of the closed end of each valve lifter 71 ₁ is inslide-contact with the associated one of the first intake side valvesystem cams 69 ₁. The valve lifters 71 ₂ are slidably fitted in thecylinder head 40 in such a manner as to be slidably movable in the sameaxial direction as the axial lines of the valve stems 59 of the secondintake valves 56 ₂. The outer surface of the closed end of each valvelifter 71 ₂ is in slide-contact with the associated one of the secondintake side valve system cams 69 ₂.

The leading end of the valve stem 59 of the second intake valve 56 ₂ isin contact with the inner surface of the closed end of the valve lifter71 ₂ via a shim 72. The second intake valve 56 ₂ is, during theoperation of the engine E, usually operated to be opened/closed by thesecond intake side valve system cam 69 ₂. On the other hand, a valveresting mechanism 73I is provided between the valve stem 59 of the firstintake valve 56 ₁ and the valve lifter 71 ₁. The valve resting mechanism73I can switch an acting state and a non-acting state of a pressingforce applied from the valve lifter 71 ₁ to the first intake valve 56 ₁in the valve opening direction. To be more specific, in a specificoperational region, typically, a low speed operational region of theengine E, the valve resting mechanism 73I creates the non-acting stateof the pressing force, thereby turning the first intake valve 56 ₁ intothe resting state irrespective of the sliding motion of the valve lifter71 ₁.

Referring to FIG. 7, the valve resting mechanism 73 includes a pinholder 74 slidably fitted in the valve lifter 71 ₁. A slide pin 76 isslidably fitted in the pin holder 74 in such a manner as to form ahydraulic chamber 75 between the inner surface of the valve lifter 71 ₁and the slide pin 76. A return spring 77 is provided between the slidepin 76 and the pin holder 74, for biasing the slide pin 76 in thedirection of reducing the volume of the hydraulic chamber 75. A stopperpin 78, functioning as a rotation stopping means, is provided betweenthe pin holder 74 and the slide pin 76, for stopping the rotation of theslide pin 76 around its axial line.

Referring additionally to FIGS. 8 and 9, the pin holder 74 includes aring portion 74 a slidably fitted in the valve lifter 71 ₁ and abridging portion 74 b, integrated with the ring portion 74 a, forconnecting the opposed inner peripheral portions of the ring portion 74a along one diameter line of the ring portion 74 a. The inner peripheryof the ring portion 74 a and both the side surface portions of thebridging portion 74 b are partially cut off to reduce the weight. Thepin holder 74 is made from a steel or an aluminum alloy by lost-waxcasting or forging, or made from a synthetic resin. The outer peripheralsurface of the metal made pin holder 74, that is, the outer peripheralsurface of the metal made ring portion 74 a and the inner peripheralsurface of the valve lifter 71, are subjected to carbonization.

An annular groove 79 is formed in the outer peripheral portion of thepin holder 74, that is, the outer peripheral portion of the ring portion74 a. A bottomed sliding hole 80 is provided in the bridging portion 74b of the pin holder 74. The sliding hole 80 has an axial line along onediameter line of the ring portion 74 a, that is, an axial lineperpendicular to the axial line of the valve lifter 71 ₁. One end of thesliding hole 80 is opened to the annular groove 79 and the other endthereof is closed. An insertion hole 81 for allowing the leading end ofthe valve stem 59 of the first intake valve 56 ₁ to pass therethrough isformed at the center of a lower portion of the bridging portion 74 b insuch a manner as to be opened to the sliding hole 80. An extension hole82 for containing the leading end of the valve stem 59 of the firstintake valve 56 ₁ is provided at the center of an upper portion of thebridging portion 74 b in such a manner as to be coaxial with theinsertion hole 81 with the sliding hole 80 put between the insertionhole 81 and the extension hole 82.

A containing cylinder portion 83 coaxial with the axial line of theextension hole 82 is integrally formed on a portion, facing to theclosed end of the valve lifter 71 ₁ of the bridging portion 74 b of thepin holder 74. A disk-like shim 84 for blocking the end of the extensionhole 82 on the closed side of the valve lifter 71 ₁ is partially fittedin the containing cylinder portion 83. A projecting portion 85 to be incontact with the shim 84 is integrally formed at a central portion onthe inner surface of the closed end of the valve lifter 71 ₁.

The slide pin 76 is slidably fitted in the sliding hole 80 of the pinholder 74. If the pin holder 74 is made from a synthetic resin, only theslide-contact portion of the pin holder 74 with the slide pin 76 may bemade from a metal.

The hydraulic chamber 75 communicated to the annular groove 79 is formedbetween one end of the slide pin 76 and the inner surface of the valvelifter 71 ₁. The return spring 77 is contained in a spring chamber 86formed between the other end of the slide pin 76 and the closed end ofthe sliding hole 80.

Referring additionally to FIG. 10, a containing hole 87, which can becoaxially communicated to the insertion hole 81 and the extension hole82 and also can contain the leading end of the valve stem 59, isprovided at the intermediate portion in the axial direction of the slidepin 76. The end of the containing hole 87 on the insertion hole 81 sideis opened to a flat contact plane 88 formed on the outer surface of thelower portion of the slide pin 76 in such a manner as to face to theinsertion hole 82. To be more specific, the contact plane 88 isrelatively longer along the axial line direction of the slide pin 76,and the containing hole 87 is opened in the contact plane 88 at aposition offset to the spring chamber 86 side.

Such a slide pin 76 is slid in the axial direction in such a manner thathydraulic pressure of the hydraulic chamber 75 acting to one end of theslide pin 76 is balanced against a spring force of the return spring 77acting to the other end side of the slide pin 76. In the non-actingstate in which the hydraulic pressure of the hydraulic chamber 75 islow, the slide pin 76 is moved to the right in FIG. 7 for containing theleading end of the valve stem 59 inserted in the insertion hole 81 inthe containing hole 87 and the extension hole 82. In the acting state inwhich the hydraulic pressure of the hydraulic chamber 75 is high, theslide pin 76 is moved leftward in FIG. 7 for offsetting the containinghole 87 from the axial lines of the insertion hole 81 and the extensionhole 82 thereby bringing the leading end of the valve stem 59 intocontact with the contact plane 88.

When the slide pin 76 is moved to the position at which the containinghole 87 is coaxial with the insertion hole 81 and the extension hole 82,the first intake valve 56, remains at rest. To be more specific, at thistime, the pin holder 74 and the slide pin 76 are moved on the firstintake valve 56 ₁ side along with the sliding motion of the valve lifter71 ₁ by the pressing force acting from the first intake side valvesystem cam 69 ₁. However, only the leading end of the valve stem 59 iscontained in the containing hole 87 and the extension hole 82, and thepressing force is not applied from the valve lifter 71 ₁ and the pinholder 74 to the first intake valve 56 ₁ in the valve opening direction.When the slide pin 76 is moved to the position at which the leading endof the valve stem 59 is in contact with the contact plane 88, the firstintake valve 56 ₁ is operated to be opened/closed. To be more specific,at this time, the pin holder 74 and the slide pin 76 are moved towardthe first intake valve 56 ₁ side along with the sliding motion of thevalve lifter 71 ₁ by the pressing force acting from the first intakeside valve system cam 69 ₁, so that the pressing force is applied to thefirst intake valve 56 ₁ in the valve opening direction. In this way, thefirst intake valve 56 ₁ is operated to be opened/closed in accordancewith the rotation of the first intake side valve system cam 69 ₁.

If the slide pin 76 is rotated around its axial line in the pin holder74, the axial line of the containing hole 87 is offset from those of theinsertion hole 81 and the extension hole 82 so that the leading end ofthe valve stem 59 cannot be brought into contact with the contact plane88. To cope with such an inconvenience, the stopper pin 78 is providedfor stopping the rotation of the slide pin 76 around its axial line.

The stopper pin 78 is mounted in mounting holes 89 and 90 which arecoaxially provided in the bridging portion 74 b of the pin holder 74 insuch a manner as to put part of the sliding hole 80 on its one end sidetherebetween. The stopper pin 78 passes through a slit 91 which isprovided on the one end side of the slide pin 76 in such a manner as tobe opened to the hydraulic chamber 75 side. To be more specific, thestopper pin 78 is mounted in the pin holder 74 in a state in which itpasses through the slide pin 76 while permitting the axial movement ofthe slide pin 76. Accordingly, the stopper pin 78 is brought intocontact with the inner closed end of the slit 91, so that the movementend of the slide pin 76 toward the hydraulic chamber 75 side isrestricted.

A coil spring 92 is provided for biasing the pin holder 74 on the sideon which the shim 84 mounted on the pin holder 74 is in contact with theprojecting portion 85 provided at the central portion on the innersurface of the closed end of the valve lifter 71 ₁. To be more specific,the coil spring 92 is disposed between the pin holder 74 and thecylinder head 40 in such a manner as to surround the valve stem 59 at aposition where the outer periphery of the coil spring 92 is not broughtinto contact with the inner surface of the valve lifter 71 ₁. A pair ofprojections 93 and 94 are integrally provided on the bridging portion 74b of the pin holder 74. The projections 93 and 94 function to positionthe end of the coil spring 92 in the direction perpendicular to theaxial line of the valve stem 59.

Each of the projections 93 and 94, formed into a circular-arc centeredat the axial line of the valve stem 59, projects from the pin holder 74by an amount less than the diameter of the coil spring 92.

The projection 93 has a stepped portion 95 which is brought into contactwith the end portion, on the first intake valve 56 ₁ side, of thestopper pin 78, thereby preventing the movement of the stopper pin 78 onthe first intake valve 56 ₁ side.

To prevent a change in pressure in the spring chamber 86 by the axialmovement of the slide pin 76, the slide pin 76 has a communication hole96 through which the spring chamber 86 is communicated to the containinghole 87. Meanwhile, to prevent a change in pressure of a space betweenthe pin holder 74 and the valve lifter 71 ₁ due to temperature change,the pin holder 74 has a communication hole 97 through which the space iscommunicated to the spring chamber 86.

The cylinder head 40 has a supporting hole 98 for slidably supportingthe valve lifter 71 ₁ and an annular recess 99 is provided in thesupporting hole 98 in such a manner as to surround the valve lifter 71₁. The valve lifter 71 ₁ has a communication hole 100 through which theannular recess 99 is communicated to the annular groove 79 formed in thepin holder 74 irrespective of the sliding motion of the valve lifter 71₁ in the supporting hole 98, and also has a release hole 101. Therelease hole 101 is provided in the valve lifter 71 ₁ at such a positionas to allow, when the valve lifter 71 ₁ is moved at the uppermostposition in FIG. 7, communication between the annular recess 99 to theinside of the valve lifter 71 ₁ through the lower portion of the releasehole 101 positioned under the pin holder 74 but to block, as the valvelifter 71 ₁ is moved downwardly from the uppermost position in FIG. 7,the communication between the annular recess 88 and the inside of thevalve lifter 71 ₁. Lubricating oil is jetted in the valve lifter 71 ₁through the release hole 101.

The cylinder head 40 also has working oil feed passages 103 communicatedto the annular recesses 99 of the combustion chambers 43.

An exhaust side valve system 68E for driving the first and secondexhaust valves 57 ₁ and 57 ₂ of the combustion chambers 43 includes acam shaft 106, bottomed cylindrical valve lifters 107 ₁ and bottomedcylindrical valve lifters 107 ₂. The cam shaft 106 has first exhaustside valve system cams 105 ₁ corresponding to the first exhaust valves57 ₁ and the second exhaust side valve system cams 105 ₂ correspondingto the second exhaust valves 57 ₂. The valve lifters 107, are supportedby the cylinder head 40 in such a manner as to be slidably driven by thefirst exhaust side valve system cams 105 ₁. The valve lifters 107 ₂ aresupported by the cylinder head 40 in such a manner as to be slidablydriven by the second exhaust side valve system cams 105 ₂.

The cam shaft 106 has an axial line perpendicular to the extensions ofthe axial lines of the valve stems 61 of the first and second exhaustvalves 57 ₁ and 57 ₂ and is rotatably supported between the cylinderhead 40 and the holder 55 connected to the cylinder head 40 like the camshaft 70 of the intake side valve system 68I. The valve lifters 107 ₁are slidably fitted in the cylinder head 40 in such a manner as to beslidably movable in the same axial direction as the axial lines of thevalve stems 61 of the first exhaust valves 57 ₁. The outer surface ofthe closed end of each valve lifter 107 ₁ is in slide-contact with theassociated one of the first exhaust side valve system cams 105 ₁. Thevalve lifters 107 ₂ are slidably fitted in the cylinder head 40 in sucha manner as to be slidably movable in the same axial direction as theaxial lines of the valve stems 61 of the second exhaust valves 57 ₂. Theouter surface of the closed end of each valve lifter 107 ₂ is inslide-contact with the associated one of the second exhaust side valvesystem cams 105 ₂.

The leading end of the valve stem 61 of the second exhaust valve 57 ₂ isin contact with the inner surface of the closed end of the valve lifter107 ₂ via a shim 108. The second exhaust valve 57 ₂ is, during operationof the engine E, usually operated to be opened/closed by the secondexhaust side valve system cam 105 ₂. On the other hand, a valve restingmechanism 73E is provided between the valve stem 61 of the first exhaustvalve 57, and the valve lifter 107 ₁. The valve resting mechanism 73Ecan switch an acting state and a non-acting state of a pressing forceapplied from the valve lifter 107 ₁ to the first exhaust valve 57 ₁ inthe valve opening direction. To be more specific, in a specificoperational region, typically, a low speed operational region of theengine E, the valve resting mechanism 73E creates the non-acting stateof the pressing force, thereby turning the first exhaust valve 57 ₁ intothe resting state irrespective of the sliding motion of the valve lifter107 ₁. The valve resting mechanism 73E has the same configuration asthat of the valve resting mechanism 731 of the intake side valve system68I.

In the non-acting state of the valve resting mechanism 73I and 73E, thatis, in the state in which the first intake valve 56 ₁ and the firstexhaust valve 57 ₁ are operated to be opened/closed, as shown by brokencurves in FIG. 11, the first intake side valve system cam 69 ₁ and thefirst exhaust side valve system can 105 ₁ are operated in such a mannerthat the total opening angle is made relatively large and the angle atwhich the opening state of the first intake valve 56 ₁ is overlapped tothat of the first exhaust valve 57 ₁ is made relatively large. However,as shown by solid curves in FIG. 11, the second intake side valve systemcam 69 ₂ and the second exhaust side valve system cam 105 ₂ are operatedin such a manner that the total opening angle is made relatively smalland the angle at which the opening state of the second intake valve 56 ₂is overlapped to that of the second exhaust valve 57 ₂ is maderelatively small.

In accordance with such intake side and exhaust side valve systems 68Iand is 68E, in a low speed operational region as a specific operationalregion of the engine E, the first intake valve 56 ₁ and the firstexhaust valve 57 ₁ are rested and only the second intake valve 56 ₂ andthe second exhaust valve 57 ₂ are operated to be opened/closed. At thistime, since the angle at which the opening state of the second intakevalve 56 ₂ is overlapped to that of the second exhaust valve 57 ₂ isrelatively small, the rear compression ratio in the combustion chamber43 can be improved, and since swirl occurs by flow-in of the fuel-airmixture in the combustion chamber 43 only through the second intakepassage 46 ₂ the fuel consumption can be reduced and the output torqueis increased. In a high speed operational region, since the valveresting mechanisms 73I and 73E are turned into the acting state, notonly the second intake valves 56 ₂ and the second exhaust valves 57 ₂are usually operated to be opened/closed but also the first intake valve56 ₁ and the first exhaust valve 57 ₁ are operated to be opened/closed,with a result that the output in the high speed operational region canbe enhanced. Accordingly, in a wide operational region from a low speedoperational region to a high speed operational region, it is possible toenhance the output and to reduce the fuel consumption.

As described above, in a low speed operational region of the engine E,the first intake valve 56, is rested, and in such a state, fuel remainsin the intake passage corresponding to the intake valve 56 ₁, that is,the first intake passage 46 ₁. When the operation for the low speedoperational region is switched to the operation for a high speedoperational region in which the intake valves 56 ₁ and 56 ₂ are operatedto be opened/closed, the fuel thus remaining in the first intake passage46 ₁ flows in the combustion chamber 43, and thereby the concentrationof the fuel in the combustion chamber 43 becomes temporarily dense. Thismay reduce the output of the engine E and cause an occurrence ofunburned hydrocarbon.

To cope with such an inconvenience, as shown in FIG. 6, a communicationpassage 109, which communicates the second intake passage 46 ₂corresponding to the second intake valve 56 ₂ usually opened/closed uponoperation of the engine E to the first intake passage 46 ₁ correspondingto the first intake valve 56 ₁ rested in a specific operation regionupon the operation of the engine E, is formed in the cylinder head 40.In the resting state of the first intake valve 56 ₁ the fuel-air mixturein the first intake passage 46 ₁ flows in the second intake passage 46 ₂through the communication passage 109 as shown by an arrow 110 in FIG.6.

The communication passage 109 is formed in the cylinder head 40 obtainedby casting, by cutting from the combustion chamber 43 side, in such amanner as to be tilted toward the combustion chamber 43 in the directionfrom the second intake passage 46 ₂ to the first intake passage 46 ₁.The opening end of the communication passage 109 for communicating thefirst intake passage 46 ₁ to the second intake passage 46 ₂ is disposedat a position being as close to the combustion chamber 43 as possible.

Referring to FIG. 5, a containing hole 112 is provided in the cylinderhead 40 at a position between the adjacent two, on the central sidealong the arrangement direction, of the four cylinder bores 37. Thecylinder head 40 is partitioned by the containing hole 112 into firstand second head portions 4 ₁ and 40 ₂.

A means such as a chain drive means for driving the cam shafts 70 and106 of the intake side and exhaust side valve systems 681 and 68E iscontained in the containing hole 112.

Referring additionally to FIG. 12, a hydraulic control valve 113 ismounted on the one side surface 40 a of the cylinder head 40 to whichthe intake ports 47 are opened at a position between a pair of theintake ports 47 disposed on the first head 40 ₁ side. The hydrauliccontrol valve 113 is used for controlling a hydraulic pressure ofworking oil fed to the valve resting mechanism 43I and 43E of the intakeside and exhaust side valve systems 68I and 68E.

Referring to FIGS. 12 and 13, the hydraulic control valve 113 is mountedon the one side surface 40 a of the cylinder head 40 for switching theon/off of the communication between the opening end of a working oilintake passage 114 to the one side surface 40 a of the cylinder head 40and the opening end of a first working oil discharge passage 115, to theone side surface 40 a of the cylinder head 40. The hydraulic controlvalve 113 includes an inlet 116 communicated to the working oil intakepassage 114, an outlet 117 communicated to the first working oildischarge passage 115 ₁ and a spool valve body 119 slidably fitted in ahousing 118 mounted on the side surface 40 a of the cylinder head 40.

The housing 118 has a cylinder hole 121 with its upper end blocked by acap 120. The spool valve body 119 is slidably fitted in the cylinderhole 121 in such a manner as to form a hydraulic chamber 122 between thecap 120 and the spool valve body 119. A spring chamber 123 is formedbetween the lower portion of the housing 118 and the spool valve body119. A spring 124 for biasing the spool valve body 119 upwardly, thatis, in the closing direction is contained in the spring chamber 123. Thespool valve body 119 has an annular recess 125 for allowingcommunication between the inlet 116 and the outlet 117. When the spoolvalve body 119 is moved upwardly as shown in FIG. 13, it blocks thecommunication between the inlet 116 and the outlet 117.

In a state in which the housing 118 is mounted on the one side surface40 a of the cylinder head 40, an oil filter 126 is held between theinlet 116 and the working oil intake passage 114. The housing 118 alsohas an orifice hole 127 for communicating the inlet 116 to the outlet117. Accordingly, even in a state in which the spool valve body 119 islocated at the closing position, the inlet 116 is communicated to theoutlet 117 through the orifice hole 127, so that a hydraulic pressurerestricted by the orifice hole 127 is fed from the outlet 117 into thefirst working oil discharge passage 115 ₁.

The housing 118 also has a bypass port 128 which is communicated to theoutlet 117 through the annular recess 125 only in the state in which thespool valve body 119 is located at the closing position. The bypass port128 is communicated to the upper inside portion of the cylinder head 40.

The housing 118 also has a passage 129 usually communicated to the inlet116. The passage 129 is connected via a solenoid valve 130 to aconnection hole 131 which is formed in the cap 120 in such a manner asto be communicated to the hydraulic chamber 122. When the solenoid valve130 is opened, a hydraulic pressure is fed into the hydraulic chamber122, and the spool valve body 119 is driven to be opened by thehydraulic pressure thus introduced into the hydraulic chamber 122.

The housing 118 also has a leak jet 132 communicated to the hydraulicchamber 122. The leak jet 132 is also communicated to the upper insideportion of the cylinder head 40. When the solenoid valve 130 is closed,the hydraulic pressure remaining in the hydraulic chamber 122 isreleased through the leak jet 132.

Referring to FIG. 14, a lower crank case 136 constituting part of atransmission case 135 is connected to a lower portion of the upper crankcase 39. A crank shaft 137 is rotatably supported between both the crankcases 39 and 136.

An oil pan 138 is connected to a lower portion of the lower crank case136. An oil pump 139 for pumping up working oil remaining in the oil pan138 is contained in the transmission case 135. A projecting portion 135a, which projects upwardly from the upper crank case 39, is provided onthe transmission case 135. A starter motor 140 having a rotational axialline parallel to the crank shaft 137 is mounted on the projectingportion 135 a at a position over the upper crank case 39.

The working oil intake passage 114 for introducing working oil from theoil pump 135 to the hydraulic control valve 113 is provided in thecylinder head 40, the cylinder block 36, the upper crank case 39, andthe lower crank case 136.

The working oil intake passage 114 includes a connection port 114 aconnected to the inlet 116 of the hydraulic control valve 113 and openedto the one side surface 40 a of the cylinder head 40. A first passage114 b is provided in the cylinder head 40 in such a manner as to beconnected to the connection port 114 a and extends in a straight linealong the one side surface 40 a. A second passage 114 c is provided inthe cylinder block 36 in such a manner as to be coaxially connected tothe first passage 114 b. A third passage 114 d is provided in the lowercrank case 39 in such a manner as to be coaxially connected to thesecond passage 114 c and to extend in a straight line. A fourth passage114 e is provided in the lower crank case 136 in such a manner as to beconnected to the lower end of the third passage 114 d and to extend inthe vertical direction. A fifth passage 114 f is provided in the lowercrank case 136 in such a manner as to be connected to the lower end ofthe fourth passage 114 e and to extend substantially in the horizontaldirection. A sixth passage 114 g is provided in the lower crank case 136in such a manner as to extend substantially in parallel to the fifthpassage 114 f. A filter 141 interposed between the fifth and sixthpassages 114 f and 114 g is mounted in the lower crank case 136, and thesixth passage 114 g is connected to a discharge port of the oil pump139.

A strainer 142 disposed in the oil pan 138 is connected to an intakeport of the oil pump 139. Working oil sucked in the oil pump 139 via thestrainer 142 is discharged in the working oil intake passage 141 inwhich the filter 141 is interposed. A relief valve 143 for preventingexcess of the hydraulic pressure of the working oil is connected betweenthe oil pump 139 and the filter 141. An oil gallery 144 for feeding oilto each portion of the engine E to be lubricated is communicated to anintermediate portion of the fifth passage 114 f connected to the filter141.

A water jacket 145 is provided in the cylinder block 36 and the cylinderhead 40. The first passage 114 b and the second passage 114 c,corresponding to the cylinder block 36 and the cylinder head 40, of theworking oil intake passage 114 are disposed outside the water jacket145.

Referring to FIGS. 5 and 12, the first head portion 40 ₁ of the cylinderhead 40 has a first working oil discharge passage 115 ₁ for feedingworking oil to the valve resting mechanisms 73I and 73E for each of thecombustion chambers 43 disposed on the first head portion 40 ₁ side, andthe second head portion 40 ₂ has a second working oil discharge passage115 ₂ for feeding working oil to the valve resting mechanisms 73I and73E for each of the combustion chambers 43 on the second head portion 40₂ side. The working oil feed passages 103 provided in the cylinder head40 for the valve resting mechanisms 73I and 73E (see FIG. 7) arebranched from the first and second working oil discharge passages 115 ₁and 115 ₂.

A mounting seat 146 is mounted on the one side surface 40 a of thecylinder head 40 in such a manner as to cross between the first andsecond head portions 40 ₁ and 40 ₂. The first and second working oildischarge passages 115 ₁ and 115 ₂ are provided in the cylinder head 40in such a manner that one end thereof is commonly opened to the mountingseat 146 and the other end thereof is closed at a position near thecontaining hole 112.

A cover 147 is fastened to the mounting seat 146, and the working oildischarge passage 115 ₁ and 115 ₂ are communicated to each other via thecover 147.

Next, the function of the first embodiment will be described. Thecommunication passage 109 for communicating the second intake passage 46₂ corresponding to the second intake valve 56 ₂ opened/closed even in aspecific operational region to the first intake passage 46 ₁corresponding to the first intake valve 56 ₁ rested in the specificoperational region is provided in the cylinder head 40. Accordingly,when the first intake valve 56 ₁ is rested, a fuel-air mixture flowsfrom the first intake passage 46 ₁ corresponding to the rested firstintake valve 56 ₁ to the second intake passage 46 ₂ corresponding to theopened/closed second intake valve 56 ₂ via the communication passage109, so that it is possible to prevent the fuel from remaining in thefirst intake passage 46 ₁ in the resting state of the first intake valve56 ₁ as much as possible. As a result, when the operation for the abovespecific operational region is switched to the operation for anoperational region in which the intake valves 56 ₁ and 56 ₂ are bothopened/closed, it is possible to eliminate the inconvenience that theremaining fuel flows in the combustion chamber 43. This makes itpossible to prevent the mixing ratio of the fuel-air mixture flows inthe combustion chamber 43 from being made unstable, and hence to preventthe reduction in engine output and the occurrence of unburnedhydrocarbon as much as possible.

Since the phenomenon in which the fuel remains in the first intakepassage 46 ₁ in the resting state of the first intake valve 56 ₁ can beprevented as described above, even if the intake system 51 is simplyconfigured to have the carburetor 50 common to the intake passages 46 ₁and 46 ₂ it is possible to avoid the inconvenience that the mixing ratioof the fuel-air mixture flowing in the combustion chamber 43 is madeunstable when the operation for the specific operational region in whichthe first intake valve 56 ₁ that is in a rest position is switched tothe operation for the operational region in which the intake valves 56 ₁and 56 ₂ are both opened/closed.

The communication passage 109 can be simply formed in the cylinder head40, having been obtained by casting, by cutting from the combustionchamber 43 side. Since the communication passage 109 is tilted towardthe combustion chamber 43 in the direction from the second intakepassage 46 ₂ to the first intake passage 46 ₁ the opening end of thecommunication passage 109 for communicating the first intake passage 46₁ that is rested in a specific operational region to the second intakepassage 46 ₂ can be disposed at a position being as close to thecombustion chamber 43 as possible. As a result, when the first intakevalve 56 ₁ is rested in the specific operational region, the firstintake passage 46 ₂ corresponding to the rested first intake valve 56 ₁can be communicated to the second intake passage 46 ₂ at a positionbeing as close to the combustion chamber 43 as possible, so that theremaining amount of fuel in the resting state of the first intake valve56 ₁ can be made as small as possible.

The hydraulic control valve 113 for controlling the hydraulic pressureof working oil to the hydraulic valve resting mechanism 73I and 73E forresting the first intake valve 56 ₁ and the first exhaust valve 57 ₁ ina specific operational region are mounted on the side surface 40 a ofthe cylinder head 40 to which a plurality of the intake ports 47provided in the cylinder head 40 are opened. To be more specific, thehydraulic control valve 113 is mounted on the side surface 40 a of thecylinder head 40 in the direction perpendicular to the arrangementdirection of the cylinder bores 37, that is, in the forward or rearwarddirection (in the rearward direction in this embodiment) of the bodyframe 21. As a result, it is possible to avoid an inconvenience that thelength of the multi-cylinder engine E extending along the arrangementdirection of the cylinder bores 37 becomes large due to the mounting ofthe hydraulic control valve 113 to the cylinder head 40. That is to say,in the motorcycle in which the engine E is mounted on the body frame 21with the arrangement direction of the cylinder bores 37 set in the widthdirection of the body frame 21, the length of the multi-cylinder engineE extending along the width direction of the body frame 21 can be madeas small as possible.

Since the hydraulic control valve 113 is mounted on the side surface 40a of the cylinder head 40 to which the intake ports 47 are opened, it ispossible to prevent adverse effect of exhaust heat of the engine E frombeing exerted on the hydraulic control valve 113.

Since the hydraulic control valve 113 is mounted on the side surface 40a of the cylinder head 40 at a position between the adjacent two of theintake ports 47 by making effective use of a space therebetween, it ispossible to decrease the length of the multi-cylinder engine E along thewidth direction of the body frame 21.

Since the working oil intake passage 114 for introducing working oilfrom the oil pump 139 to the hydraulic control valve 113 is provided inthe cylinder head 40, the cylinder block 36, and the crank cases 39 and136, it is possible to eliminate the necessity of the provision of anadditional pipe line for introducing the working oil from the oil pump139 to the hydraulic control valve 113, and hence to simplify theappearance of the multi-cylinder engine E.

Since the water jacket 145 is provided in the cylinder block 36 and thecylinder head 40 and the two parts, corresponding to the cylinder block36 and the cylinder head 40, of the working oil intake passage 114 aredisposed outside the water jacket 145, it is possible to effectivelycool the working oil flowing in the working oil intake passage 114.

The working oil intake passage 114 has at least the first passage 114 bprovided in the cylinder head 40 in such a manner as to extend in astraight line along the side surface 40 a between the one side surface40 a of the cylinder head 40 and the water jacket 145. A second passage114 c is provided in the cylinder block 36 in such a manner as to becoaxial with the first passage 114 b. A third passage 114 d is providedin the upper crank case 39 in such a manner as to be coaxial with thesecond passage 114 c and extend in a straight line therefrom. As aresult, it is possible to make the working oil passage from the oil pump139 to the hydraulic control valve 113 as short as possible, and henceto make a loss in hydraulic pressure in the working oil intake passage114 as small as possible.

The containing hole 112, which contains the means for driving the camshafts 70 and 106, is provided in the cylinder head 40 at a positionbetween the adjacent two, on the central side along the arrangementdirection, of the four cylinder bores 37. The cylinder head 40 ispartitioned by the containing hole 112 into the first and second headportions 40 ₁ and 40 ₂. As a result, it is possible to desirably keepthe balance between the cylinder heads 40 along the arrangementdirection of the cylinder bores 37, and thereby the balance of themulti-cylinder engine E as a whole.

The first working oil discharge passage 115 ₁ for supplying working oilto the valve resting mechanism 73I and 73E for each of the combustionchambers 43 on the first head portion 40 ₁ side is provided in the firsthead portion 40 ₁ in such a manner as to be connected to the hydrauliccontrol valve 113 mounted on the side surface 40 a of the cylinder head40 between a pair of the intake ports 47 disposed on the first headportion 40 ₁ side. The second working oil discharge passage 115 ₂ isprovided for supplying working oil to the valve resting mechanism 73Iand 73E for each of the combustion chambers 43 on the second headportion 40 ₂ side is provided in the second head portion 40 ₂. Theone-ends of the first and second working oil discharge passages 115 ₁and 115 ₂ are opened to the mounting seat 146 which is formed on theside surface 40 a of the cylinder head 40 in such a manner as to crossbetween the first and second head portions 40 ₁ and 40 ₂. The first andsecond working oil discharge passages 115 ₁ and 115 ₂ are communicatedto each other via the cover 147 fastened to the mounting seat 146.Accordingly, the first and second working oil discharge passages 115 ₁and 115 ₂ provided in the cylinder head 40 on both of the sides of thecontaining hole 112 can be simply communicated to each other, andthereby working oil discharged from the single hydraulic control valve113 can be effectively supplied to the valve resting mechanism 73I and73E for each of the combustion chambers 43.

In the valve resting mechanism 73I (or 73E), the pin holder 74 isslidably fitted in the valve lifter 71 ₁ (or 107 ₁) driven by the valvesystem cam 59 ₁ (or 105 ₁). The slide pin 76 slidably fitted in the pinholder 74 is slidable between the position at which the leading end ofthe valve stem 59 (or 61) is contained in the containing hole 87 and theposition at which the leading end of the valve stem 59 (or 61) is incontact with the contact plane 88 as the outer side surface of the slidepin 76 in accordance with the balance between the hydraulic force andthe spring force applied to both the ends of the slide pin 76. As aresult, by controlling the hydraulic force applied to one end of theslide pin 76, it is possible to switch the resting state and theopening/closing state of the first intake valve 56 ₁ (or the firstexhaust valve 57 ₁) from each other.

Since the rotation of the slide pin 76 around its axial line in the pinholder 74 is prevented only by the simple configuration in which thestopper pin 78 is mounted in the pin holder 74, the valve restingmechanism 73I (or 73E) can be easily assembled with the stem 59 (or 61)of the first intake valve 56 ₁ (or the first exhaust valve 57 ₁) bymounting the valve lifter 71 ₁ (or 107 ₁) to the cylinder head 40 in thestate that the pin holder 74 in which the slide pin 76 has been fittedis fitted in the valve lifter 71 ₁ (or 107 ₁).

The pin holder 74 has the insertion hole 81 into which the leading endof the stem 59 (or 61) of the first intake valve 56 ₁ (or the firstexhaust valve 57 ₁) can be inserted, and also has the extension hole 82,disposed coaxially with the insertion hole 81, for containing theleading end of the valve stem 59 (or 61). The sliding hole 80 in whichthe slide pin 76 is slidably fitted is put between the insertion hole 81and the extension hole 82. Accordingly, since in the resting state ofthe first intake valve 56 ₁ (or the first exhaust valve 57 ₁), theleading end of the valve stem 59 (or 61) is contained not only in thecontaining hole 87 but also in the extension hole 82, the length of thecontaining hole 87, that is, the diameter of the slide pin 76 can bemade small. This makes it possible to miniaturize the pin holder 74 andhence to the miniaturize the entire valve resting mechanism 731 (or73E).

The shim 84 for blocking the end portion of the extension hole 82 on theclosed end side of the valve lifter 71 ₁ (or 107 ₁) is mounted on thepin holder 74 in such a manner that it can be brought into contact withthe closed end of the valve lifter 71 ₁ (107 ₁). To be more specific, itis required to block the end portion of the extension hole on the closedend side of the valve lifter for applying a pressing force from thevalve lifter 71 ₁ (or 107 ₁) to the pin holder 74, and in thisembodiment, the end portion of the extension hole 82 is blocked with theshim 84 which is brought into contact with the closed end of the valvelifter 71 ₁ (or 107 ₁). Accordingly, it is possible to simplify thestructure of the pin holder 74, and to suitably adjust a gap at thevalve head of the first intake valve 56 ₁ (or first exhaust valve 57 ₁)by changing the thickness of the shim 84.

The containing cylinder portion 83 coaxial with the axial line of theextension hole 82 is integrally formed on the pin holder 74 at aposition facing to the closed end of the valve lifter 71 ₁ (or 107 ₁),and the disk-like shim 84 is partially fitted in the containing cylinderportion 83. As a result, it is possible to simply mount the relativelysmall shim 84 on the pin holder 74.

The projecting portion 85 to be in contact with the shim 84 isintegrally formed on the inner surface of the closed end of the valvelifter 71 ₁ (or 107 ₁), and accordingly, the sliding motion of the valvelifter 71 ₁ (or 107 ₁) with respect to the cylinder head 40 can becertainly performed along the axial line of the valve stem 59 (or 61) insuch a manner that the pressing force is applied from the valve lifter71 ₁ (or 107 ₁) to the pin holder 74 on the extension of the axial lineof the valve stem 59 (or 61) of the first intake valve 56 ₁ (or thefirst exhaust valve 57 ₁). As a result, the sliding motion of the valvelifter 71 ₁ (or 107 ₁) can be smoothened.

The coil spring 92 for biasing the pin holder 74 toward the closed endside of the valve lifter 71 ₁ (or 107 ₁) is provided between the pinholder 74 and the cylinder head 40. To be more specific, the coil spring92 is disposed in such a manner as to surround the valve stem 59 (or 61)at a position at which the outer periphery of the coil spring 92 is notin contact with the inner surface of the valve lifter 71 ₁ (or 107 ₁).The projections 93 and 94 for positioning the end portion of the coilspring 92 in the direction perpendicular to the axial line of the valvestem 59 (or 61) are provided on the pin holder 74. As a result, it ispossible to allow the spring force of the coil spring 92 to be certainlyapplied along the axial line of the valve stem 59 (or 61), and toprevent the occurrence of frictional loss due to slide-contact of theouter periphery of the coil spring 92 with the valve lifter 71 ₁ (or 107₁).

Since the projecting amount of each of the projections 93 and 94 is lessthan the diameter of the coil spring 92, even if the coil spring 92 iscontracted, it is not in slide-contact with the pin holder 74. As aresult, it is possible to prevent the occurrence of the frictional lossdue to the slide-contact of the coil spring 92 with the pin holder 74.

While the embodiments of the present invention have been described indetail, the present invention is not limited thereto, and it is to beunderstood that many changes in design may be made without departingfrom the scope of the claims.

For example, in the above embodiment, description has been made of themulti-cylinder engine E in which a pair of the intake valves 56 ₁ and 56₂ and a pair of the exhaust valves 57 ₁ and 57 ₂ are provided in thecylinder head 40 for each of the combustion chambers 43. However, thepresent invention can be widely applied to a multi-cylinder engine inwhich at least a plurality of intake valves or exhaust valves areprovided for each of combustion chambers 43 and at least one of theplurality of the intake valves or exhaust valves is rested in a specificoperational region.

As described above, according to the present invention, it is possibleto avoid an inconvenience wherein the length of the multi-cylinderengine along the arrangement direction of the cylinder bores becomeslarge due to the mounting of the hydraulic control valve on the cylinderhead, and hence to make the length of the multi-cylinder engine alongthe width direction of the body frame as short as possible and preventadverse effect of exhaust heat of the engine from being exerted on thehydraulic control valve.

According to the present invention, it is possible to dispose thehydraulic control valve by making effective use of a space between theadjacent two of the intake is ports and hence to make shorter the lengthof the multi-cylinder engine along the width direction of the bodyframe.

According to the present invention, it is possible to eliminate thenecessity of the provision of an additional pipe line for introducingworking oil from an oil pump to the hydraulic control valve and hence tosimplify the appearance of the multi-cylinder engine.

According to the present invention, it is possible to effectively coolworking oil flowing in the working oil intake passage.

According to the present invention, it is possible to make the workingoil route from the oil pump to the hydraulic control valve as short aspossible and hence to make a loss in hydraulic pressure in the workingoil intake passage as small as possible.

According to the present invention, it is possible to keep the desirablebalance of the cylinder head along arrangement direction of the cylinderbores, and thereby the desirable balance of the multi-cylinder engine asa whole although the containing hole for containing the means fordriving the cam shafts is provided in the cylinder head, and also it ispossible to simply communicate the first and second working oildischarge passages provided in the cylinder head on both sides of thecontaining hole and hence to effectively supply working oil dischargedfrom the single hydraulic control valve to the valve resting mechanismfor each of the combustion chambers.

The invention being thus described, it will be obvious that the same maybe varied in many ways. Such variations are not to be regarded as adeparture from the spirit and scope of the invention, and all suchmodifications as would be obvious to one skilled in the art are intendedto be included within the scope of the following claims.

What is claimed is:
 1. A multi-cylinder engine for a motorcycle,comprising: a cylinder block having a plurality of cylinder boresarranged in the width direction of a body frame; a cylinder headconnected to said cylinder block with combustion chambers formed betweenpistons slidably fitted in said cylinder bores and said cylinder head; ahydraulic valve resting mechanism capable of resting, in a specificoperational region, at least one of a plurality of kinds of enginevalves provided in said cylinder head for each of said combustionchambers; and a hydraulic control valve, mounted on said cylinder head,for controlling the hydraulic pressure of working oil supplied to saidvalve resting mechanism; wherein said hydraulic control valve is mountedon a side surface of said cylinder head to which a plurality of intakeports individually corresponding to said combustion chambers are openedalong the longitudinal direction of said body frame said hydrauliccontrol valve being mounted on said side surface of said cylinder headat a position between two adjacent intake ports.
 2. The multi-cylinderengine for a motorcycle according to claim 1, wherein a cylinder bolefor containing valve means is provided in said cylinder head at aposition between two adjacent intake ports, on the central side alongthe arrangement direction of said cylinder bores of an even number offour or more for partitioning said cylinder head into first and secondhead portions located on both sides of said cylinder hole, a firstworking oil discharge passage for supplying working oil to said valveresting mechanism for each of said combustion chambers on said firsthead portion side is provided in said first head portion, said passagebeing connected to said hydraulic control valve mounted on said sidesurface of said cylinder head at a position between a pair of saidintake ports of a plurality of said intake ports arranged on said firsthead portion side; a second working oil discharge passage for supplyingworking oil to said valve resting mechanism for each of said combustionchambers on said second head portion side is provided in said secondhead portion; one end of said first and second working oil dischargepassages is opened to a mounting seat formed on said side surface ofsaid cylinder head for crossing between said first and second headportions; and said first and second working oil discharge passages arccommunicated to each other via a cover fastened to said mounting seat.3. The multi-cylinder engine for a motorcycle according to claim 1,wherein a working oil intake passage for introducing working oil from anoil pump to said hydraulic control valve is provided in said cylinderhead, said cylinder block, and a crank case.
 4. The multi-cylinderengine for a motorcycle according to claim 1, wherein a working oilintake passage for introducing working oil from an oil pump to saidhydraulic control valve is provided in said cylinder head, said cylinderblock, and a crank case.
 5. The multi-cylinder engine for a motorcycleaccording to claim 3, wherein a water jacket is provided in saidcylinder block and said cylinder head and two parts, corresponding tosaid cylinder block and said cylinder head of said working oil intakepassage are disposed outside said water jacket.
 6. The multi-cylinderengine for a motorcycle according to claim 4, wherein a water jacket isprovided in said cylinder block and said cylinder head and two parts,corresponding to said cylinder block and said cylinder head of saidworking oil intake passage are disposed outside said water jacket. 7.The multi-cylinder engine for a motorcycle according to claim 5, whereinsaid working oil intake passage comprises: a first passage provided insaid cylinder head and extending in a line along said side surface in aregion between said side surface on which said hydraulic control valveis mounted and said waterjacket; a second passage provided in saidcylinder block and being coaxially connected to said first passage; anda third passage provided in said crank case connected to said cylinderblock and being coaxially connected to said second passage and extendingin a line therefrom.
 8. A multi-cylinder engine for a motorcycle,comprising: a cylinder block having a plurality of cylinder boresarranged in the width direction of a body frame; a cylinder beadconnected to said cylinder block with combustion chambers formed betweenpistons slidably fitted in said cylinder bores and said cylinder head; ahydraulic valve resting mechanism capable of resting, in a specificoperational region, at least one of a plurality of engine valvesprovided in said cylinder head, said engine valves being operativelyprovided for each of said combustion chambers; and a hydraulic controlvalve, mounted on said cylinder head, for controlling the hydraulicpressure of working oil supplied to said valve resting mechanism; saidhydraulic control valve being mounted on a side surface of said cylinderhead to which a plurality of intake ports individually corresponding tosaid combustion chambers are opened along the longitudinal direction ofsaid body frame for selectively switching on/off the communication ofhydraulic fluid to selective sides of said cylinder head, said hydrauliccontrol valve being mounted on said side surface of said cylinder headat a position between two adjacent intake ports.
 9. The multi-cylinderengine for a motorcycle according to claim 8, wherein a working oilintake passage for introducing working oil from an oil pump to saidhydraulic control valve is provided in said cylinder head, said cylinderblock, and a crank case.
 10. The multi-cylinder engine for a motorcycleaccording to claim 8, wherein a hydraulic oil intake passage forintroducing hydraulic oil from an oil pump to said hydraulic controlvalve is provided in said cylinder head, said cylinder block, and acrank case.
 11. The multi-cylinder engine for a motorcycle according toclaim 9, wherein a water jacket is provided in said cylinder block andsaid cylinder head and two parts, corresponding to said cylinder blockand said cylinder head of said hydraulic oil intake passage are disposedoutside said water jacket.
 12. The multi-cylinder engine for amotorcycle according to claim 10, wherein a water jacket is provided insaid cylinder block and said cylinder head and two parts, correspondingto said cylinder block and said cylinder head of said hydraulic oilintake passage are disposed outside said water jacket.
 13. Themulti-cylinder engine for a motorcycle according to claim 11, whereinsaid hydraulic oil intake passage comprises: a first passage provided insaid cylinder head and extending in a line along said side surface in aregion between said side surface on which said hydraulic control valveis mounted and said water jacket; a second passage provided in saidcylinder block and being coaxially connected to said first passage; anda third passage provided in said crank case connected to said cylinderblock and being coaxially connected to said second passage and extendingin a line therefrom.
 14. The multi-cylinder engine for a motorcycleaccording to claim 8, wherein a cylinder hole for containing valve meansis provided in said cylinder head at a position between two adjacentintake ports, on the central side along the arrangement direction ofsaid cylinder bores of an even number of four or more for partitioningsaid cylinder head into first and second head portions located on bothsides of said cylinder hole, a first working oil discharge passage forsupplying working oil to said valve resting mechanism for each of saidcombustion chambers on said first bead portion side is provided in saidfirst head portion, said passage being connected to said hydrauliccontrol valve mounted on said side surface of said cylinder head at aposition between a pair of said intake ports of a plurality of saidintake parts arranged on said first head portion side; a secondhydraulic oil discharge passage for supplying working oil to said valveresting mechanism for each of said combustion chambers on said secondhead portion side is provided in said second head portion; one end ofsaid first and second hydraulic oil discharge passages is opened to amounting seat formed on said side surface of said cylinder head forcrossing between said first and second head portions; and said first andsecond hydraulic oil discharge passages are communicated to each othervia a cover fastened to said mounting seat.